Tyre for a vehicle wheel having an antiabrasive band

ABSTRACT

Motor vehicle tire ( 100 ) which has reduced rolling resistance (FIG. 1), the said tire comprising at least one carcass ply ( 101 ) whose opposite lateral edges are folded externally to form carcass folds ( 101   a ) around respective right and left bead wires ( 102 ), each bead wire being encased in a respective bead ( 103 ), each bead also comprising a respective bead filling ( 104 ) and antiabrasive band ( 105 ), in which the said antiabrasive band ( 105 ) consists of a vulcanized elastomeric compound comprising at least one natural or synthetic rubber and has a loss factor (tan δ=E″/E′) at 70° C.≦0.130 and a storage modulus E′ at 70° C.≧6 MPa.

[0001] The present invention relates to a motor vehicle tire with anantiabrasive band which is capable of reducing its rolling resistance(R.R.).

[0002] One of the most urgent requirements on the part of motor vehicleconstructors regarding the performance qualities of tires is that of alow R.R.

[0003] As a result of this requirement, tire constructors have hithertomade strenuous efforts to reduce the R.R. without negatively affectingother important characteristics such as the handling, the comfort andthe durability.

[0004] Among the various components which constitute a tire, the onewhich most greatly influences the R.R. is clearly the tread band, sinceit is the component which comes into direct contact with the ground.

[0005] Thus, in recent years, efforts of experts in the field have beenconcentrated on modifications to the tread compound. In particular, ithas been sought to modify the hysteresis properties of the treadcompounds, in particular by varying the loss factor, which is defined astan δ=E″/E′, in which E′=storage modulus and E″=loss modulus. This isbecause it is thought that an optimum compromise between a low R.R. andgood road holding of the tire on wet surfaces would be obtained with acompound having a low value of tan δ at moderate temperatures (50-70°C.) and a high value of tan δ at low temperatures (0-10° C.).

[0006] In this context, a particularly significant change in thehysteresis behaviour of the compounds was obtained by totally orpartially replacing the conventional reinforcing fillers based on carbonblack with so-called “white fillers” and in particular with silica (see,for example, patent EP-501 227).

[0007] Besides this, attempts have been made to improve the R.R. bymodifying the compound used for the tread underlayer and for the carcassplies or for the side walls of the tire.

[0008] U.S. Pat. No. 4,319,619 describes a radial tire in which therubber portion of at least one carcass ply and of the tread underlayerare made of a rubber which has a viscoelastic property tan δ≦0.2 and astorage modulus≧120 Kg/cm². In this tire, the R.R. would be reducedwithout degrading the handling in terms of braking, stability, comfortand wear resistance.

[0009] According to U.S. Pat. No. 5,929,157, the R.R. of a tire can bereduced without reducing the wear resistance or the handling on wetground and without increasing the electrical resistance of the tire as awhole if the compound for the side wall of the tire is produced using,as reinforcing filler, a particular type of carbon black, replacing someof the carbon black with a particular type of silica and, particularly,using a specific amount of a silane as coupling agent (col. 1, lines32-39).

[0010] It is commonly perceived that the hysteresis properties of otherparts of the tire do not have a particularly significant influence onthe overall R.R. of the tire. This view is confirmed by calculations onmodels produced by analysis of the finished components [see, forexample, J. L. Locatelli and Y. De Puydt in “Tire TechnologyInternational” (June 1999, pp. 50-55)].

[0011] Changing other parts of the tire to reduce the R.R. is moreoverdiscouraged by the fact that obtaining only a modest improvement in theR.R. entails running the risk of compromising other importantcharacteristics and, thus, of impairing the overall performancequalities of the tire.

[0012] This is particularly true for the antiabrasive band, which needsto have properties that are in direct opposition to the changes whichmay be envisaged for reducing the R.R. The reason for this is that, asis known, the antiabrasive band is a component made of elastomericmaterial which forms part of the tire bead and is placed in a positionaxially external to the carcass fold. Once the tire is mounted on thewheel rim, the antiabrasive band then lies between the carcass fold andthe rim and serves mainly to protect the carcass fold from thecontinuous deformational and frictional stresses exerted by the rim onthe bead.

[0013] Considering its position and its function, it conventionallyconsists of a compound whose storage modulus is high enough not to makeit a mechanically heterogeneous component relative to the bead. At thesame time, this compound must also have wear resistance and fatiguestrength values which are such that they allow the antiabrasive band toexercise the abovementioned protective function efficiently.

[0014] In general, an antiabrasive band compound comprises 30-70 phr ofnatural rubber, 30-70 phr of BR (polybutadiene), 0-20 phr of SBR(stirene/butadiene copolymer), at least 80 phr of carbon black, a largeamount of sulphur (at least 2 phr) and a large amount of oil (aboutphr). The combined use of large amounts of carbon black and sulphurgives the compound high storage modulus E′ values at high temperatures(70 and 100° C.).

[0015] In the course of the present description and in the claims whichfollow, the expression phr (per hundred rubber) means that the weightsof the various components of the compound are relative to 100 parts ofrubber.

[0016] Typically, an antiabrasive band compound conventionally has thefollowing physical properties: modulus E′ at 70° C.=7.5-8.5; tan δ at70° C.=0.15-0.20; DIN abrasion≦30 mm³.

[0017] The Applicant has now found that it is possible to make changesto the antiabrasive band compound which reduce the R.R. of a tirewithout compromising the typical performance qualities of thisstructural component of the tire.

[0018] The Applicant has also found that the abovementioned objectivecan be achieved by means of a compound with a loss factor (tan δ=E″/E′)at 70° C.≦0.130 and a storage modulus E′ at 70° C.≧6 MPa. In a firstaspect, the present invention thus relates to a motor vehicle tire whichhas reduced rolling resistance, the said tire comprising at least onecarcass ply whose opposite lateral edges are folded externally to formcarcass folds around respective right and left bead wires, each beadwire being enclosed in a respective bead, each bead also comprising arespective bead filling and antiabrasive band, the said antiabrasiveband consisting of a vulcanized elastomeric compound comprising at leastone natural or synthetic rubber, characterized in that the said compoundhas a loss factor (tan δ=E″/E′) at 70° C.≦0.130 and a storage modulus E′at 70° C.≧6 MPa.

[0019] In a second aspect, the present invention also relates to anantiabrasive band for a tire which has low rolling resistance, the saidband consisting of a vulcanized elastomeric compound comprising at leastone natural or synthetic rubber, characterized in that the said compoundhas a loss factor (tan δ=E″/E′) at 70° C.≧0.130 and a storage modulus E′at 70° C.≧6 MPa.

[0020] Preferably, the value of the said loss factor at 70° C. isbetween 0.05 and 0.120 and even more preferably between 0.08 and 0.110.

[0021] In turn, the value of the said storage modulus E′ at 70° C. ispreferably between 6.5 and 18 MPa and even more preferably between 7 and12 MPa.

[0022] Typically, DIN abrasion of the compound for the antiabrasive bandof the present invention is less than 70 mm³. It is preferably less than60 mm³.

[0023] In one preferred embodiment of the present invention, the saidlow values for the loss factor are obtained by adding to a naturaland/or synthetic rubber a small amount of carbon black and an effectiveamount of a component capable of increasing the value of the storagemodulus E′ at 70° C. of the vulcanized compound.

[0024] Preferably, the said small amount of carbon black is ≦60 phr andeven more preferably ≦50 phr.

[0025] Advantageously, the said component which is capable of increasingthe value of the storage modulus E″ at 70° C. is a thermosetting resinchosen from the group comprising resorcinol/methylene-donating-compoundresins, epoxy resins, alkyd resins and mixtures thereof.

[0026] The amount of thermosetting resin which gives an antiabrasiveband compound the typical characteristics of the present inventionvaries from one case to another according to parameters that are wellknown to those skilled in the art, such as, for example, the number ofcrosslinking groups present in the thermosetting resin used and/or itsnature (containing two components or in precondensed form). A personskilled in the art will thus be capable of determining the amount ofthermosetting resin required for the purposes of the present invention,on a case-by-case basis, by means of simple routine experimental tests.

[0027] Typically, the amount of thermosetting resin is between 0.5 and15 phr, or preferably between 2 and 10 phr and even more preferablybetween 3 and 7 phr.

[0028] Preferably, the said thermosetting resin is of the type:resorcinol+methylene donor or is in the form of two components whichform the thermosetting resin in situ, or is in precondensed form(condensed before being added to the compound). Typically, the methylenedonor is hexamethoxymethylmelamine (HMMM) or hexamethylenetetramine(HMT). In the case of HMMM, its weight ratio relative to the resorcinolranges from 0.5 to 3.

[0029] Alternatively, thermosetting resins of other types can also beused, such as, for example, epoxy/polyol, epoxy/diamine,epoxy/carboxylic acid or alcohol/diacid (alkyl resins). In this casealso, the two components which condense in situ can be added to thecompound or the resin precondensed separately can be added.

[0030] Typically, the synthetic rubber is a diolefinic elastomericpolymer which can be obtained by polymerization, in solution or inemulsion, of one or more conjugated diene monomers, optionally mixedwith a vinylaromatic hydrocarbon, the latter being present in thepolymer in amounts generally not greater than 50% by weight relative tothe total weight of the polymer.

[0031] Preferably, the diene elastomeric polymer contains from 30 to 70%by weight, relative to the total weight of the polymer, of diolefinicunits of 1,2 structure.

[0032] For the purposes of the invention, the conjugated diene monomeris preferably chosen from the group comprising: 1,3-butadiene, isoprene,2,3-dimethyl-1,3-butadiene, 1,3-pentadiene, 1,3-hexadiene and mixturesthereof, while the vinylaromatic hydrocarbon is preferably chosen fromthe group comprising: stirene, a-methylstirene, p-methylstirene,vinyltoluene, vinylnaphthalene, vinylpyridine and mixtures thereof.

[0033] In the course of the present description, the expression“diolefinic units of 1,2 structure” is used to denote the fraction ofunits derived from the 1,2 polymerization of the conjugated dienemonomer. For example, when the conjugated diene monomer is1,3-butadiene, the abovementioned diolefinic units of 1,2 structure havethe following structural formula:

[0034] Preferably, the diolefinic elastomeric polymer is chosen from thegroup comprising stirene/1,3-butadiene (SBR) copolymers,poly(1,3-butadiene) (BR), stirene/isoprene copolymers and the like, ormixtures thereof.

[0035] Typical examples of carbon black are those identified by theabbreviations N10, N121, N134, N220, N2311 N234, N299, N330, N339, N347,N351, N358 and N375 according to the ASTM standards.

[0036] Needless to say, the antiabrasive band compound according to thepresent invention also comprises sulphur and/or other vulcanizing agentsof conventional type.

[0037] In addition, the antiabrasive band compound of the presentinvention can also comprise other additives of conventional type, suchas activating agents, plasticizers, antioxidants, accelerators and thelike.

[0038] The Mooney viscosity ML(1+4) at 100° C. to which reference ismade in the course of the present description was determined accordingto ISO standard 289/1.

[0039] Other physical properties of the compounds to which reference ismade in the course of the present description and in the claims weredetermined on samples of compound (vulcanized beforehand at 151° C. for30 minutes) according to the following conventional standards:

[0040] hardness in degrees IRHD: ISO standard 48;

[0041] DIN abrasion values (expressed as relative volumetric lossrelative to a standard composition): ISO 4649.

[0042] The elastic properties were measured under dynamic conditions.

[0043] More particularly, the storage modulus E′, loss modulus E″ andtan δ =E′/E″ values were determined using apparatus commerciallyavailable from Instron.

[0044] The dynamic Instron determinations were carried out under thefollowing conditions:

[0045] cylindrical test sample (25 mm in length and 14 mm in diameter),predeformation: 20%,

[0046] imposed deformation: 7.5%,

[0047] frequency: 100 Hz.

[0048] The characteristics of the compound of the present inventioncannot be obtained simply by modifying the amounts of the components ofthe antiabrasive band compound of conventional type mentioned above. Thereason for this is that it is not possible to reduce the hysteresis (tanδ) by reducing the amount of oil, since this increases its viscosity,thus compromising its processability. Nor is it possible to reduce theamount of carbon black present in the said conventional compound sincethis reduction brings about a reduction in the storage modulus E′ whichcannot be compensated for by increasing the amount of sulphur. In pointof fact, the amount of sulphur present in this compound is already atthe maximum level permitted to avoid reversion.

[0049] The characteristics and advantages of the invention will now beillustrated with reference to an embodiment given by way of non-limitingexample in the attached FIG. 1, which represents a view in cross-sectionof a portion of a tire made according to the invention.

[0050] “a” indicates an axial direction and “r” indicates a radialdirection. For simplicity, FIG. 1 represents only a portion of the tire,the remaining portion not represented being identical and symmetricallydisposed relative to the radial direction “r”.

[0051] The tire (100) comprises at least one carcass ply (101) whoseopposite lateral edges are folded externally to form the so-calledcarcass folds (101 a) around respective bead wires (102).

[0052] The carcass ply (101) is usually of radial type, i.e. itincorporates reinforcing cords arranged in a substantially perpendiculardirection relative to a circumferential direction. Each bead wire (102)is enclosed in a bead (103) defined along an inner circumferential edgeof the tire (100), via which the tire is attached to a rim (notrepresented in FIG. 1) forming part of a vehicle wheel. The spacedefined by each carcass fold (101 a) contains a bead filling (104) inwhich the bead wires (102) are embedded. The antiabrasive band (105)according to the present invention is placed in an axially externalposition relative to the carcass fold (101 a).

[0053] A belt structure (106) is applied along the circumference of thecarcass ply (101). In the specific embodiment in FIG. 1, the beltstructure (106) comprises two belt strips (106 a, 106 b) whichincorporate a plurality of reinforcing cords, typically made of metal,which are parallel to each other in each strip and run transverse tothose in the adjacent strip, oriented in such a way as to form apredetermined angle relative to a circumferential direction. At leastone reinforcing layer (107) can optionally be applied at zero degrees tothe radially outermost belt strip (106 b), this reinforcing layergenerally incorporating a plurality of reinforcing cords, typicallytextile cords, arranged at an angle of a few degrees relative to acircumferential direction.

[0054] A side wall (108) is also applied externally on the carcass ply(101) and extends, in an axially external position, from the bead (103)to the extremity of the belt structure (106).

[0055] A tread band (109), whose lateral edges are connected to the sidewalls (108), is applied circumferentially in a position radiallyexternal to the belt structure (106). Externally, the tread band (109)has a rolling surface (109 a) designed to come into contact with theground. This surface (109 a) which, for the sake of simplicity, has beenshown smooth in FIG. 1, generally comprises circumferential grooveslinked by transverse cuts (not represented) so as to define a pluralityof blocks of various shapes and sizes distributed over the rollingsurface (109 a).

[0056] A strip of rubber (110) (referred to as a “mini-sidewall”) canoptionally be present in the connection zone between the side walls(108) and the tread band (109), this strip of rubber generally beingobtained by being co-extruded with the tread band, and making itpossible for the mechanical interaction between the tread band (109) andthe side walls (108) to be improved. Alternatively, the end part of theside wall (108) can directly cover the lateral edge of the tread band(109). An underlayer (111) can optionally be placed between the beltstructure (106) and the tread band (109) so as to form, with the treadband (109), a structure known as a “cap and base”.

[0057] In the case of tires without an air chamber (tubeless tires), arubberizing layer (112)—generally referred to as a “liner”—can furtherbe provided in a radially internal position relative to the carcass ply(101), this liner providing the impermeability to air required toinflate the tire.

[0058] The tire according to the present invention can be produced byany process known in the art, including at least one stage ofmanufacturing the raw tire and at least one stage of vulcanizing it.

[0059] More particularly, the process for producing the tire comprisesthe stages of prior and separate preparation of a series ofsemi-finished products corresponding to the various parts of the tire(carcass plies, belt structure, bead wires, fillings, side walls andtread band) which are then assembled together by means of suitablemanufacturing machinery. Next, the subsequent vulcanization stage sealsthe abovementioned semi-finished components together to give amonolithic block, which is the finished tire.

[0060] Needless to say, the stage for the preparation of theabovementioned semi-finished components is preceded by a stage ofpreparation and moulding of the relevant compounds constituting the saidsemi-finished components, according to conventional techniques.

[0061] In particular, in the tires of the invention, the antiabrasiveband can be produced from the corresponding compound as a separatecomponent and then combined with the other components during themanufacturing stage. Preferably, the antiabrasive band is produced byco-extrusion together with the side wall.

[0062] The raw tire thus obtained is then put through the subsequentstages of moulding and vulcanization. For this purpose, a vulcanizingmould is used which is designed to receive the tire being processedinside a moulding cavity having countershaped walls which define theouter surface of the tire once crosslinking is complete. The moulding ofthe raw tire can be carried out by injecting a pressurized fluid intothe space defined by the internal surface of the tire, so as to pressthe outer surface of the raw tire against the walls of the mould cavity.At this point, the stage of vulcanization of the crude elastomericmaterial present in the tire is carried out. For this purpose, the outerwall of the vulcanizing mould is placed in contact with a heating fluid(generally steam) such that the outer wall reaches a maximum temperaturegenerally of between 100° C. and 200° C. At the same time, the internalsurface of the tire is brought to the vulcanizing temperature using thesame pressurized fluid used to press the tire against the walls of themould cavity. Once the vulcanization is complete, the tire is removedfrom the vulcanizing press.

[0063] The antiabrasive band (105) is formed from a compound accordingto the invention which has a loss factor of 70° C. (tan δ=E″/E′)=0.103,a storage modulus at 70° C. E′=7.65 and the composition given in TableI.

[0064] Table I compares the composition of an antiabrasive band of theinvention (I) with that of a conventional antiabrasive band (C). Thenumerical values in Table I indicate the amounts of each component,expressed in phr. TABLE I C I NR 60 60 BR 40 40 N375 82 N234 40 Stearicacid 2 2 ZnO 3.5 3.5 Resorcinol 2 HMMM 2.01 Oil 16 Antioxidants 2.9 2.9Process additives 3 3 Accelerating agents 1.4 1.4 Sulphur 2.51 2.51

[0065] The physical characteristics of the two compounds C and I aregiven in Table II below. TABLE II Band according to Band C the inventionMooney viscosity >200 68.7 ML(1 + 4) at 100° C. IRHD 23° C. 80.1 79.3IRHD 100° C. 73.9 73.4 E′23° C. (Mpa) 9.62 8.83 E′ 70° C. (Mpa) 8 7.65E′ 100° C. (Mpa) 7.68 7.37 tan δ 23° C. 0.239 0.139 tan δ 70° C. 0.1740.103 tan δ 100° C. 0.147 0.09 DIN abrasion (mm³) 25.5 50.9

[0066] Table II shows that the storage modulus E′ of the band compoundof the invention (I) at high temperatures is substantially equal to thatof the conventional compound (C), whereas the hysteresis (tan δ) is muchsmaller.

[0067] The abrasion value on a laboratory test sample, which appears tobe very negative for the compound of the invention (almost twice as manycubic millimetres are abraded), was not found to be significant in thefatigue tests carried out on the tire. Specifically, it was found thatboth tires, that of the invention and the conventional tire, exceed theminimum endurance limit in fatigue tests (>120 h). Indeed, the fatiguetests described below gave a result of 155 hours for the tire of theinvention and 121 hours for the reference tire. It should also be notedthat, in both cases, the end of the test was not as a result of theantiabrasive band yielding.

[0068] The reasons for such a surprising difference between the resultof the abrasion test and that of the fatigue test have not yet beenfully clarified. However, without being in any way bound by thefollowing hypothesis, the inventors believe that the low hysteresisvalues (tan δ and E″) of the antiabrasive band of the invention bringabout a reduction in the heating to which said band is subjected duringthe exercise, with a consequent reduction in the phenomena of thermaldegradation, so as largely to compensate for the reduced wearresistance.

[0069] In addition, another advantage of the band compound of theinvention (I) is that, although it contains no oil, it has a viscositywhich is appreciably smaller than that of the conventional band compound(C) and thus has much better workability, particularly during theextrusion stage.

[0070] The tire of the invention was compared with an identical tire ofconventional type, the only difference being the composition of the bandcompound (Table I).

[0071] The size of both tires was of 195/65 R15 type.

[0072] The tires were subjected to a series of standard tests toevaluate their rolling resistance, fatigue strength and road performancequalities: soft handling (driving under normal conditions), hardhandling (driving under extreme conditions) and comfort.

[0073] The rolling resistance was evaluated in accordance with ISOstandard 8767 and in particular with the “Torque Method” given in point7.2.2 of the said standard, using conventional laboratory apparatus.

[0074] The measurements were taken at a constant velocity equal to 80km/h, while the parasitic losses were measured according to the “SkimReading” method given in point 6.6.1 of the abovementioned ISO standard8767.

[0075] In order to compare the performance qualities of the tire of theinvention with those of the comparative tire, a rolling resistance indexof 100 was assigned to the power loss in kg/ton measured in the case ofthe reference tires.

[0076] The index of the tire of the invention was then given a %increase corresponding to the drop in power loss encountered during thetest. In other words, the higher the value of the index, the lower therolling resistance of the tire under examination.

[0077] The fatigue strength was tested on a 195/65 R15 tire with aninflation pressure of 2.5 bar, an applied load of 1135 kg and arotational speed of 60 km/hour. The test was stopped when rupturesand/or detachment of at least one component of the tire wereencountered.

[0078] For the reference tire, the test was stopped after 121 hours,while the tire according to the invention withstood the test for 155hours. No yielding of the antiabrasive band was observed in either ofthe two tires.

[0079] The evaluation of the performance qualities in terms of comfort,road-holding under normal conditions (soft handling) and under extremeconditions (hard handling) was carried out at the test track in thelocality of Vizzola, with the tires mounted on 1600 cm³ Audi A3 motorvehicles. The conventional tire and the tire of the invention weretested by a pair of independent test drivers who then gave a point scorefrom 0 to 10 based on their subjective opinion as regards theroad-holding and comfort under both soft handling and hard handlingconditions. In this context, the expression “hard handling” means theexecution, by the test driver, of all the manoeuvres which an averagedriver might be forced to carry out in the case of unforeseen andhazardous circumstances: sharp steering at high speed, sudden changingof lanes to avoid obstacles, sudden braking and the like.

[0080] In this case also, the overall score given to the conventionaltire with respect to soft handling, hard handling and comfort was equalto an index of 100.

[0081] The index of the tire of the invention was then given a %increase corresponding to the increased performance, in terms ofhandling and comfort, encountered during the test. In other words, thehigher the value of the index, the better the performance qualitiesoffered by the tire of the invention.

[0082] The results thus obtained are given in Table III TABLE III Tyre CTyre I Soft handling 100 100 Hard handling 100 100 Comfort 100 103 R.R.100 104

[0083] The data in Table III show that the R.R. of the tire of theinvention is less, by about 4%, compared to that of the conventionaltire, while the road handling properties are substantially equivalent.

1. Motor vehicle tire (100) which has reduced rolling resistance, thesaid tire (100) comprising at least one carcass ply (101) whose oppositelateral edges are folded externally to form carcass folds (101 a) aroundrespective right and left bead wires (102), each bead wire being encasedin a respective bead (103), each bead also comprising a respective beadfilling (104) and antiabrasive band (105), the said antiabrasive band(105) consisting of a vulcanized elastomeric compound comprising atleast one natural or synthetic rubber, characterized in that the saidcompound has a loss factor (tan δ=E″/E′) at 70° C.≦0.130 and a storagemodulus E′ at 70° C.>6 MPa.
 2. Tire (100) according to claim 1,characterized in that the said compound has a loss factor (tan δ) at 70°C. of between 0.05 and 0.120.
 3. Tire (100) according to claim 1,characterized in that the said compound has a loss factor (tan δ) at 70°C. of between 0.08 and 0.110.
 4. Tire (100) according to any one of thepreceding claims 1 to 3, characterized in that the said compound has astorage modulus E′ value at 70° C. of between 6.5 and 18 MPa.
 5. Tire(100) according to any one of the preceding claims 1 to 3, characterizedin that the said compound has a storage modulus E′ value at 70° C. ofbetween 7 and 12 MPa.
 6. Tire (100) according to any one of thepreceding claims 1 to 5, characterized in that the said compound alsocomprises carbon black in an amount less than or equal to 60 phr. 7.Tire (100) according to any one of the preceding claims 1 to 5,characterized in that the said compound also comprises carbon black inan amount less than or equal to 50 phr.
 8. Tyre (100) according to anyone of the preceding claims 1 to 7, characterized in that the saidcompound also comprises from 0.5 to 15 phr of a thermosetting resin. 9.Tyre (100) according to any one of the preceding claims 1 to 8,characterized in that the said thermosetting resin is chosen from thegroup comprising resorcinol/methylene-donating compound resins, epoxyresins, alkyd resins and mixtures thereof.
 10. Tyre (100) according toclaim 9, characterized in that the said thermosetting resin is a resinbased on resorcinol and on a methylene donor.
 11. Tyre (100) accordingto any one of the preceding claims 8 to 10, characterized in that thesaid thermosetting resin is cured in situ.
 12. Tyre (100) according toany one of the preceding claims 9 to 11, characterized in that the saidmethylene donor is HMMM or HMT.
 13. Antiabrasive band (105) for a tire(100) which has low rolling resistance, the said band (105) consistingof a vulcanized elastomeric compound comprising at least one natural orsynthetic rubber, characterized in that the said compound has a lossfactor (tan δ=E″/E′) at 70° C.≦0.130 and a storage modulus E′ at 70°C.>6 MPa.
 14. Antiabrasive band (105) according to claim 13,characterized in that the said compound has a loss factor (tan δ) at70°C. of between 0.05 and 0.120.
 15. Antiabrasive band (105) accordingto claim 13, characterized in that the said compound has a loss factor(tan δ) at 70°C. of between 0.08 and 0.110.
 16. Antiabrasive band (105)according to any one of the preceding claims 13 to 15, characterized inthat the said compound has a storage modulus E′ value at 70° C. ofbetween 6.5 and 18 MPa.
 17. Antiabrasive band (105) according to any oneof the preceding claims 13 to 15, characterized in that the saidcompound has a storage modulus E′ value at 70° C. of between 7 and 12MPa.
 18. Antiabrasive band (105) according to any one of the precedingclaims 13 to 17, characterized in that the said compound also comprisescarbon black in an amount less than or equal to 60 phr.
 19. Antiabrasiveband (105) according to any one of the preceding claims 13 to 17,characterized in that the said compound also comprises carbon black inan amount less than or equal to 50 phr.
 20. Antiabrasive band (105)according to any one of the preceding claims 13 to 19, characterized inthat the said compound also comprises from 0.5 to 15 phr of athermosetting resin.
 21. Antiabrasive band (105) according to any one ofthe preceding claims 13 to 20, characterized in that the saidthermosetting resin is chosen from the group comprisingresorcinol/methylene-donating compound resins, epoxy resins, alkydresins and mixtures thereof.
 22. Antiabrasive band (105) according toclaim 21, characterized in that the said thermosetting resin is a resinbased on resorcinol and on a methylene donor.
 23. Antiabrasive band(105) according to any one of the preceding claims 21 and 22,characterized in that the said thermosetting resin is cured in situ. 24.Antiabrasive band (105) according to any one of the preceding claims 21to 23, characterized in that the said methylene donor is HMMM or HMT.